Car-arrester.



F. BRADY.

GAR ARRESTBR. Arrmouron nun MAR. '19, 1913.

Patented June 9,1914.

I74 IKY IIII'IIIILI ATTORNEY WITNESSES:

GOLUMIIA PM 90.. Wm, B, C-

FRANK BRADY, 0F NEWCASTLE, WASHINGTON.

GAR-ARRESTER.

Specification of Letters Patent.

Patented June 9, 1914.

Application filed. March 19, 1913. Serial No. 755,568.

To all whom it may concern:

Be it known that I, FRANK BRADY, citizen of the United States, residing at Newcastle, in the county of King and State of Washington, have invented a certain new and useful Improvement in Gar-Arresters, of which the following is a specification.

My invention relates to improvementsincar arresters for rail-road cars such as coal cars, ore cars, etc., and the object of my improvement is to provide an automatic car arrester of strong and simple construction which may be placed between the rails of a rail-road track to be effective at points on grades where there is danger of disenmy invention associated with a car and a portion of a rail-road track, Fig. 2 is a plan View of a simllar devlce associated wlth a portion of rail-road track, Fig. 3 is a sec-. tional view on line as, m of Flg. 5, Fig. 4 1s a perspective view of the locking member of my invention, and Fig. 5 is'an enlarged sectional view on line 2 y of Fig. 2.

Like reference numerals indicate like parts throughout the drawings.

Referring to the drawings, 6 and 7 are two parallel side pieces of a frame which are spaced apart at the rear end by the block 8 and at the front end by the members 9 and 10, the whole being secured together by rivets 11.

12 is a plate fixedly attached to protrude from the rear end of the device and is adapted to bolt to the top of a cross tie of a rail-road track, while 13 is a plate, herein shown integral with the member 10, which protrudes from the front end of the device and is adapted to bolt to the underside of a similar cross tie, thus rigidly securing both ends of the device to the cross ties of the track between the rails.

14 is an L shaped arresting lever having a semicircular recess 15 near its upper end to engage with an axle 16 of a car 17. The arresting lever 14 is pivoted between the plates 6 and 7 to turn with a shaft 18, the shaft 18 finds a bearing in the boxing 19 and terminates in two squared ends 20 and 21 which project from either side of the device sufficiently to fit within squared holes in the top ends of lever' arms 22 and 23. The lever arms 22 and 23 are thus fixed on the squared ends of the shaft 18 and swing with the arresting lever 14;. Said lever arms 22 and 23 are weighted at their lower ends with weights 24, 24 which tend to keep them always in a vertical position.

25 is a locking member actuated by a spring 26 and guided by two stop lugs 27, 27 which work in two slots in the frame pieces 6 and 7 (one of which slots only is shown as slot 28 in Fig. 1). The locking member 25 is so disposed between the side pieces 6 and 7 as to normally engage with the horizontal arm of the arresting lever 14, thus serving as detent means to lock said lever 14 against pressure tending to throw it backward.

29 and 30 are two cams disposed on opposite sides of the device to be operative on the two lugs 27. These cams 29 and 30 are rigidly attached to a shaft 31 which is provided with a lever 32 at its outer end.

A pit 33 is excavated beneath the track to provide working room for the weighted levers 22 and 23 and the device is bolted to the cross ties of a rail-road track between the rails as shown in Figs. 1 and 2. When a car 17. passes up grade its axle 16 strikes the lever 14 and throws it forward into the position shown by broken line of Fig. 1, thus allowing the car to pass freely over, as soon as the car axle 16 has released the lever 14 theweights 24, 24 on the ends of the lever arms 22 and '23 operate to bring the lever 14 back to its normal upright posi tion and should the car attempt to return down grade or another car attempt to pass down grade it would be caught and held by the lever 14 as shown in Fig. 1. If it is desired to allow a car to pass down grade over the device the lever 32 is moved clockwise thus causing the cams 29 and 30 to engage 'with the lugs 27 27 to move the looking member 25 to the right against the force of compression exerted by the spring 26, and

by releasing the arresting lever 14, to permit such lever to be moved baokwardly by the car axle 16 into the position shown bybroken lines in Fig. 5 thus allowing the car to pass. When the car has passed and the lever 32 has been released, the lever 14 will be moved, by the weights 24, 24 into a position in which the longer arm of suchlever 14 is substantially vertical and a curved surof the shorter horizontal arm of such arresting lever 14 will engage with the end of the locking member 25, whereupon if another car axle passes up grade over the ar resting. device such. axle will engage with the back edge of the arresting lever 14 and, by moving the; top end of such lever for- 'wardly will cause the. curved surface 34 to movethe locking member 25 endwise to permit the end of the shorter horizontal arm of the arresting lever 14 to move downwardly' past the end of the locking member 25 which locking member will be replaced by the action, of the spring 26 as soon as it is released by the curved. surface 34' and will again lock the arresting arm 14 in its raised! position, thus rendering it, impossible for; a. car to move up grade and pass the arresting lever 14 and. then to immediately return. down grade without being caught by such lever'unless the locking member 25 is withdrawn by movement of the lever 32 afterthe axle of such car. has passed up grade over the arresting-lever 14. After the lever 14 has been. released to permit a car to move downwardly. thereover, it may again be brought back to its operative position by exerting'sufficient force against the top end of the lever 14 to move it forward until the surface34 engages with and moves the looking member '25 backwardly and allows the end of the horizontal arm of such lever 14 topass below suchlocking member.

Manifestly many changesv in the details embodied: in my invention may be made without. departing from the spirit. thereof.

What I claim is:

1.. Ina car arrester. of the class described, the; combination with. a supporting frame that is adapted to be secured to the rail supports .of a railway in a position between the rails of saidrailway and at apoint lower than thetop of. such rails, of. a shaft rotatably mounted: in bearings within said supporting frame, an arresting lever mounted and securely fastenedupon said shaft, said lever being substantially L shaped and adapted, by suitable means associated with said shaft, normally-to be disposed so that. an end portion of one of its arms may project upwardly. to be in the path of the axle of a passing car, detent means removably disposed to engage with the other arm of said arresting lever normally to cause said lever to intercept the axle of a car and arrest such car when. it is moving in. one direction on said railway and manually operative means tion to release such car whereby such car may be moved in either direction on said trackway.

2. In a car arrester of the class described,

the combination with a supporting frame, of face 34 that 1s provided on the outer end lever mounted on said shaft and normally adapted to be disposed so that an end portion of one of its arms may project upwardly in the path of the axle of a passing car, detent means normally disposed to prevent said lever from moving in one direction and manually operated means for moving said detent means to permit said arresting lever to be moved in either direction to permit the passage of a; car.

3. In a car arrester of the class described, the combination with a. supporting frame that is securely fixed in a position between therails of a railway track, of a car arresting-lever pivotally supported within said. frame and adapted by weighted arms associated therewith normally to be in a vertical position in which position its upper end portion may be within the path of a car moving on said railway, releasable stop means associated with said arresting-lever and said frame whereby said arresting-lever normally may swing in one direction only from its normal vertical position, andmanually operated means for moving said detent means to permit said arresting lever to be moved in both directions.

4. In a car arrester of the class described, the combination with a supporting frame that is adapted to be securedto the rail supports of a railway, of an L shaped arresting lever fulcrumed within said frame and normally disposed so that an end portion of. one of its arms may project upwardly to be in the path of an axle of a passing car, a looking member slidably disposed within said frame and normally adapted. to engage with the other end of said Lshaped arresting lever tocause said lever to intercept the axle of apassing car, slots provided in the sides of said supporting frame, lugs provided on thesides of. said locking member. and disposed. to project outwardly through said slots, cam-shaped members pivoted on said frame. adjacent said outwardly projecting lugs and means for causing said cam members to act on.said lugs to move said looking member to permit said arresting lever to move in both directions.

5. In a car arrester of the class described, the combination with a supporting frame that is adapted to be secured to the rail supports of a railway, of an L shaped arresting lever fulcrumed within said frame, a spring actuated locking member slidably disposed within said frame and normally adapted to engage with one end of said L shaped lever my name this seventeenth day of February to lock it, a cam pivotally mounted on said A. D., 1913.

frame and a lever associated with said cam whereby said cam may be caused to act on FRANK BRADY 5 said locking member to release said arrest- Witnesses:

ing lever. Y O. JOHNSON, In witness whereof, I, hereunto subscribe A. HAsKINs.

copies of thin patent may be obtained for five cent: each, by addressing the Commissioner of Patents,

Washington, D. 0." 

